Detector bar switch lock



Sept. 20 1949. w. R. GRACEY, JR. I DETECTOR BAR SWITCH LOCK 2 Sheets-Sheet 1 INVENTOR. R. Gra ceydk HIS ATTORNEY Filed Feb. 12, 1948 Sept. 20, 1949. w. R. GRACEY, JR

DETECTOR BAR SWITCH LOCK Filed Feb. 12. 1948 2 Sheets-Sheet 2 1' 16a 17a 18 29 II/l/III 25a Fig. 4.

IN VEN TOR.

12 Graeey .11?

HIS ATTORNEY Patented Sept. 20, 1949.

ns'mcron BAR swrron LOCK William It. Gracey, In, Swissvale, Pa., assignor to The Union Switch & Signal Company, Swissvale, Pa, a-corpora'tion of Pennsylvania Application February 12, 1948, Serial No. 7,73! 3 Claims. (01.24%1'51) My invention relates to railway switch operating apparatus. and particularly to apparatus including means for looking a switch against movement when the track adjacent the switch is cocupied by a car or other vehicle.

In connection with railway crossovers between main tracks and with pull-out tracks leading from main tracks into sldings, it is sometimes desirable to prevent operation of a switch while the adjacent crossover or pull-out track is occupied by a vehicle. Such protection of a switch guards against two types of accidents.

One type is the foulin accident, where a car is left standing on the pull-out or crossover track so close to the main track as to foul a passing train. If operation of the switch is prevented while a car is standing in the pull-out or crossover track within fouling distance of the main line, then a train or car entering the pull-out or crossover must clear the main line completely before the switch may be thrown behind it to permit passage of a train on the main line.

The other type of accident is the switch-splitting which occurs when a switch is inadvertently thrown between trucks of a car. If the switch cannot be thrown while a car is in it, then this type of accident cannot occur.

It is therefore an object of the present invention to provide improved apparatus for mechanically looking a railway track switch actuating mechanism whenever the track is occupied.

Another object is to provide an improved switch locking mechanism including a detector bar biased to a wheel engaging position, and a lock operated by movement of the detector bar upon engagement by a wheel to lock a pipe line forming a part of the switch controlling mechanism.

I accomplish these objects by utilizing a switch controlling mechanism of conventional type, in-

cluding a switch controlling device connected to the switch by a longitudinally shlftable pipe line extending generally parallel to the track rails. I mount a detector bar adjacent each of the rails to be protected. The detector bar is supported at spaced intervals on pivoted arms located between the rail and the pipe line. Each support includes a latch member which at times cooperates with a locking collar on the pipe line to prevent longitudinal shifting of the pipeline and hence to prevent operation of the switch. Each arm is spring biased to a normal position in which the detector bar may be engaged by a wheel and the latch member is free of the locking collar on the pipe line. when the track is '2 occupied by .a vehicle, the wheel of the vehicle engages the detector bar, moving it with its associated supporting arms and their latching members, to a, position in which the latching members prevent movement of the pipe line.

Other objects and characteristic features of my invention will become apparent as the description proceeds.

I shall describe two forms of apparatus embodying my invention, and shall then point out the novel features thereof in claims. I

In the accompanying drawings, Fig. 1 is a somewhat diagrammatic layout of a railway crossover equipped with protective apparatus embodying my invention. Fig. 1a is a similar, but fragmentary layout of a difierent type of crossover switch operating mechanism with which my invention may be used. Fig. 2 is an ,elevational view of one form of locking device embodying my invention. Fig. 3 is a plan View of the device shown in Fig. 2. Fig. 4 is an elevational view of an' alternative form of locking device. Fig. 5 is a plan view of the device shown in Fi 4.

Referring now to the drawings, there are shown in Fig. 1 two stretches of parallel railway track I and 2 connected by a crossover 3. Switches 4 and .5 connect the opposite ends of the crossover 3 to the parallel tracks. The two switches are operable by means of a center-throw switch stand '6 connected to the switches 4 and "5 through conventional linkages including pipe lines 1 and 8.

There is shown in Fig. 1a a modified form of crossover switch control apparatus with which my invention may be used. Fig. 1a shows the switch 4 at one end of a crossover similar to the crossover 3 of Fig. 1. This switch and the switch at the opposite end of the crossover (not shown) are moved by manually operable switch machines '24. Each switch machine 24 has a hand-throw lever 25 for operating the switch between normal and reverse positions. The switch machines 24 are of the type shown in Letters Patent of the United States No. 2,184,870, granted to Herbert-L. Bone and Kenneth J. J. McGowan on December 26, 1939. Such machines have a locking mechanism controllable from an external point by a mechanical connection such as the pipe lines "I and 8. In the present arrangement, the locking mechanisms of the switch machines 25 must be released by operation of the centerthrow lever 6 before the hand-throw levers 25 can be operated to throw their associated swltches- Each of the pipe lines 1 and 8 are respect to the pivot pin l2.

.all the figures.

plate.

- 1 and 1a are chosen for purposes of illustration only. The ends of the bars nearest the switch points may, if desired, .be extended as close to the switch points as possible. The opposite ends of the bars may also be extended to reduce or, eliminate the gap at the center of the crossover.

These extensions of the bars may or may not be:

provided with additional locking devices Figs. 2 and'3 r Detector bar In of Figs. 2 and 3 is supported by an arm ll pivotally mounted on a pin 12. The arm ll takes the form of a generally flat plate having flanges Ha to receive bolts [3 by which thedetector bar is attached to the arm. The pin l2 passes through a suitable aperture in arm a II and also through a pair of bearings l4 formed on a mounting plate l5 attached to the ties of the trackway in any suitable manner, so that the arm Hextends generally at right angles to the rail 16. The web of the rail is provided with an aperture Hia. A rod l1 extends through this aperture, and is provided on its outer end witha yoke Ila, which spans the arm I l and is pivotally connected thereto by means of a pin I8. A spring i9 is retained between the web of rail l6 and a I retaining washer 20 heldon the rod II by means eta nut 2|. V

, The pipeline 1 passes adjacent to the arm II and carries a locking sleeve 22. V 7 provided with an arcuate surface I lb, radial with When the wheel. of a vehicle moves over the track [6, it engages the detector bar 10, and moves itto' the right, as

The arm II is" shown in dotted lines in Fig. 2, thereby pivoting the arm ll in a clockwise direction, so thatthe portion Hoof arm ll moves into the path of the locking sleeve 22. As long as arm ll lies'in the path of sleeve 22, the pipe line I cannot be moved longitudinally.

Figs. 4 and 5 The structure shown in Figs. 4 and 5 is generally similar to that of Figs. 2 and 3, and similar parts have been given the same reference numerals in The-chief difierence between Figs. 4 and 5 and Figs. 2 and 3 lies in the construction of the arm 23 which takes the place of the arm H of Figs. 2 and 3. V

The arm 23 is in the form of a generally .flat Near the lower edge of itsface adjacent the, rail, it is provided with a semi-cylindrical recess 230., which is adapted to engage the edge of the rail flange, so that the arm 23 pivots about that point of engagement. This eliminates the need of special supporting structures such as the bearings l4 and mounting p1ate l5 ofv Figs.,2

and 3.

The arm 23 is also provided with an arcuate surface portion 231), which is substantially radial with respect to the pivot point of the arm. This arcuate surface 23b is extended so that it is substantially longer than the arcuate surface Nb of Fig. 2. This permits the arcuate portion 23b to 1 remain in looking engagement with the sleeve 22 7 throughout a greater angular motion of the plate .23 about its pivot point than was possible in the case of the plate ll of Fig. 2. This construction prevents damage to the parts or the mechanism by the passage through the detector bar of a vehicle having an extremely wide wheel, such as a locomotive with a blind driver. It should be noted that the pivot construction shown in Figs. 4 and 5 cooperates in permitting this additional rotation of the arm 23. By the use of this pivot structure, the arm 23 may be mounted against the railsbetweenties, so thatlwhen it is. deflected to extreme positions, its lower edge may move down between the ties.

'- The position of locking sleeve 22 with respect to the arm 23 in Fig. 5 is reversed from the correspending position of sleeve 22 with respect to arm H in Fig. 3 The position shown in one figure represents the normal switch position, while that I in theother figure represents the reversed position of the switch. It maytherefore be seen that -my improved locking mechanism prevents movement-cfpthe switch in either direction whenever the track is occupied by a vehicle.

Although ,I have herein shown and described only two forms of railway switch operating apparatus embodying my invention, it is understood that various changes and modifications may be mounted for pivotal movement about an axis parallel to the rail and located between the track rail and the shiftable member adjacent said abutment, 2. wheel engaging member supported by the arm, said arm having an arcuate peripheral portion concentric with said axis and having. a radius less than the distance between the axis andthe shiftable member but greater than the distance between the axis .and the abutment, and means biasing the arm to a position in which the wheel engaging member lies in the path of a vehicle wheel moving along the rail and said peripheral portion of the arm is out of the path of said abutment, said arm being rotated about its pivot upon engagement of said wheel engagingmember by a vehicle wheel so as to move said peripheral portion into the path by lock the shiftable trolling device. H

2. Railway switchoperating apparatus including a track switch, a switch controlling device,-'a shiftable member extending generally parallel to a track rail adjacent the switch and connected to the switch controlling device for concurrent movement therewith, an abutment on theshiftable member extending toward the rail, an arm mounted for pivotal movement about an axis parallel to the rail and located between the track rail and the shiftable member adjacent said abutment, a wheel engaging member supported by thearm and movable laterally with the arm upon engagement by a wheel, said arm having an arcuate peripheral portion concentric with said -;axis andhaving a radius less than .-the;distance.,between the axis and theshiftable member but greater than the distance betweenthe axis-and member and the switch conthe abutment, and means. biasing the arm to a position in which thee-wheel engaging member .n: hepath of ayehicle wheel movingalone of said abutment and therethe rail and said peripheral portion of the arm is out of the path of said abutment, said arm being rotated about its pivot upon engagement of said wheel engaging member by a vehicle wheel so as to move said peripheral portion into the path of said abutment and thereby lock the shiftable member and the switch controlling device, said arcuate peripheral portion extending far enough to provide locking of the shiftable member during overtravel of the arm caused by the passage of a vehicle with wide wheels.

3. Railway switch operating apparatus including a track switch, a switch controlling device, a shiftable member extending generally parallel to a track rail adjacent the switch and connected to the switch controlling device for concurrent movement therewith, an abutment on the shiftable member extending toward the rail, an arm located between the track rail and the shiftable member adjacent said abutment, said arm having a semicylindrical recess adjacent its lower end on the side nearest the rail, said recess being adapted to receive the rail flange so that the arm may pivot on the rail flange, a wheel engaging member supported by the arm, said arm having an arcuate peripheral portion having its center of curvature substantially at the rail flange and a radius less than the distance between the rail flange and the shiftable member but greater than the distance between the rail flange and the abut- 30 REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 352,780 Reiff Nov. 16, 1886 374,915 Turner Dec. 13, 1887 552,093 Bezer et al Dec. 31, 1895 847,089 Madeley Mar. 12, 1907 2,027,702 Renshaw Jan. 14, 1936 FOREIGN PATENTS Number Country Date 33,025 Germany Sept. 24, 1885 61,212 Germany Feb. 19, 1892 581,972 France Dec. 9, 1924 

